Torsional vibration damper having a rotational axis for a drive machine

Abstract

The invention relates to a torsional vibration damper (1) having a rotational axis (2) for a drive machine (3), comprising a motor shaft connection (4) for a motor shaft (5) and a hub (6) for a transmission input shaft (7), wherein the following are arranged in the torque curve between the hub (6) and the motor shaft connection (4): - a torque limiter (8); and - a torsion damper unit (9) with a hub-side flange (10) and a motor-side flange (11), and with an energy storage device (12) between the flanges (10, 11), wherein the hub-side flange (10) is connected directly to the hub (6) in a torque-resistant manner. The torsional vibration damper (1) is primarily characterised in that the torque-resistant connection between the hub-side flange (10) and the hub (6) has a spline (13). A torsional vibration damper is proposed here which can be assembled and disassembled easily.

Description

[0001] P241337 DE

[0002] - 1 - Torsional vibration damper with one axis of rotation for a drive machine

[0003] The invention relates to a torsional vibration damper with a rotational axis for a drive machine, a drive train with such a torsional vibration damper, and a motor vehicle with such a drive train.

[0004] Known in the art are so-called FIDs (Flywheel Integrated Dampers), in which a torsional damper unit is integrated into a flywheel. Often, a torque limiter is also integrated. This results in a complex design within a very small axial installation space. Ideally, such an FID should be provided as a pre-assembled unit so that it can be adjusted and tested by the customer before being integrated into a drive train. For this purpose, accessibility must be provided for connecting the FID to a designated motor shaft. In previously known solutions, aligned through-holes are provided through which screws can be inserted and tightened to connect the FID to the motor shaft. However, if a torque limiter is included, these through-holes may be misaligned relative to the screws, making it difficult to remove the FID.It should be noted at this point that the torque limiter is designed for the maximum transmissible torque (limit torque), so that relative twisting by hand to align the through holes is excluded.

[0005] Based on this, the present invention aims to overcome, at least partially, the disadvantages known from the prior art. The features of the invention are defined in the independent claims, with advantageous embodiments described in the dependent claims. The features of the claims can be combined in any technically meaningful way, with reference also made to the explanations in German Patent P241337 DE.

[0006] -2 -the following description and features from the figures can be used, which include supplementary embodiments of the invention.

[0007] The invention relates to a torsional vibration damper with a rotational axis for a drive machine, comprising

[0008] a motor shaft connection for a motor shaft and a hub for a transmission input shaft,

[0009] where the following are arranged in the torque curve between the hub and the motor shaft connection:

[0010] - a torque limiter; and

[0011] - a torsional damper unit with a hub-side flange and a motor-side flange, as well as an energy storage device between the flanges,

[0012] wherein the hub-side flange is directly connected to the hub in a torque-resistant manner.

[0013] The torsional vibration damper is characterized primarily by the fact that the torque-resistant connection between the hub-side flange and the hub has a splined connection.

[0014] The following text refers to the aforementioned axis of rotation whenever the axial direction, radial direction, or direction of rotation and corresponding terms are used, unless explicitly stated otherwise. Ordinal numbers used in the preceding and subsequent descriptions serve solely for unambiguous identification and do not indicate any order or ranking of the components referred to. An ordinal number greater than one does not necessarily imply the presence of another such component.

[0015] The torsional vibration damper proposed here is, for example, a Flywheel Integrated Damper (FID), as explained at the beginning. Alternatively, the torsional vibration damper can be designed without a flywheel or with a flywheel as a separate component (preferably located on the engine side of the torque curve relative to the torsional vibration damper). P241337 DE

[0016] - 3 - The motor shaft connection is designed for torque-resistant connection to a motor shaft, for example, an internal combustion engine shaft (e.g., crankshaft) of an internal combustion engine. For example, a screw connection with ring-shaped screws (hereinafter: ring-shaped screw connection) is provided, with the axis of rotation located in the center.

[0017] The hub is positioned relative to the motor shaft connection on the opposite side of the torque curve. For design reasons, the hub is radially centrally located and therefore at least partially radially overlaps the motor shaft connection. The hub is, for example, equipped with an internal spline for a plug connection with a transmission input shaft featuring a complementary external spline, whereby, in the assembled state, the transmission input shaft is (technically) coaxially aligned with a motor shaft.

[0018] As mentioned earlier, the torque limiter is designed to limit the maximum transmissible torque, for example, to protect the drive motor connected to the engine shaft in a motor vehicle's drivetrain from wheel-side torque surges (such as wheel lock-up) and / or, conversely, to protect downstream drivetrain components from engine-side torque surges. It should be noted that, due to the inherently high limiting torque, it is usually advantageous to design the torque limiter with a large effective radius. For this purpose, the torque limiter is preferably positioned radially outside or radially outside the torsional damper unit, and thus, due to the design of a torsional damper unit, preferably on the engine side relative to the torsional damper unit in the torque curve.However, this is not mandatory and is not decisive for a possible embodiment of the torsional vibration damper proposed here.

[0019] The torsional damper unit comprises at least two flanges, preferably exactly two; so-called multi-flange dampers and other vibration dampers are also known, wherein the hub-side flange is thus arranged on the transmission side in the torque curve and the motor-side flange is located relative to the P241337 DE

[0020] - 4 -hub-side flange is arranged on the motor side. The flanges are rotatable relative to each other about the axis of rotation. For (damped) torque transmission, an energy storage device is provided between the flanges, for example, one or more helical compression springs which compress and rebound during torsional vibration, preferably independently of the respective direction of torsion. With a larger number of flanges arranged one after the other in the torque path, the energy storage elements of the energy storage device are arranged accordingly in a staggered sequence.

[0021] It should be noted that in many embodiments, one of the two flanges is formed in pairs (for example, from two flange plates), which axially clamps one or more of the other flanges. For example, the motor-side flange is formed in pairs, and the hub-side flange (preferably as the only other) is formed from a single piece (for example, from a sheet).

[0022] It is proposed here that the hub-side flange be directly and torque-resistant connected to the hub. The motor-side flange is, for example, indirectly connected to the motor shaft connection via the torque limiter, thus transmitting torque. Provided no limit torque is applied, the motor-side flange is preferably effectively torque-resistant connected to the motor shaft connection within this torque range.

[0023] It is proposed here that the hub and the hub-side flange are connected to each other via a splined connection in a torque-resistant manner. This allows for reliable (sufficiently rigid) torque transmission and is also axially space-saving (for example, compared to a riveted connection which requires an overlap of the hub and the hub-side flange). A further advantage is that a splined connection is axially detachable, thus allowing unobstructed access to the motor shaft connection or the bolted connection by loosening (for example, by axially pulling out) the hub. This accessibility is not affected by a relative rotational position of the torsional damper unit (or its hub-side flange) and the P241337 DE.

[0024] - 5 - Torque limiter (or the motor shaft connection) is not caused, but depends on the torque limiter being triggered.

[0025] In a further advantageous embodiment of the torsional vibration damper, it is proposed that the outer diameter of the hub is smaller than the inner diameter of the motor-side flange.

[0026] Because the hub can be easily detached for maintenance or replacement, through holes for access to the motor shaft connection are unnecessary. This eliminates any dependence on the position of fasteners (such as ring-shaped bolts) of the motor shaft connection and / or allows for additional hub strength and a reduction in the hub's outer diameter. The hub can therefore be easily pulled axially out of the smallest inner diameter (that of the hub-side flange).

[0027] In an advantageous embodiment of the torsional vibration damper, it is further proposed that the torque limiter (in the torque curve) is arranged between the motor-side flange of the torsional damper unit and the motor shaft connection.

[0028] In a further advantageous embodiment of the torsional vibration damper, it is proposed that the motor shaft connection includes a flywheel.

[0029] In this embodiment, as in a conventional FID, a flywheel is formed in addition to the torsional damper unit and the torque limiter by providing a flywheel mass. In one embodiment, the flywheel mass is encompassed by a disc which simultaneously (preferably in one piece) includes the motor shaft connection. In a preferred embodiment, the disc is formed from a sheet (particularly preferably from a single sheet of metal by cutting or punching and (cold) forming), with a fold preferably forming a P241337 DE on the outer circumference.

[0030] - 6 - Mass accumulation is formed. Alternatively or additionally, the flywheel (or preferably the entire disc) is formed as a casting.

[0031] In a further advantageous embodiment of the torsional vibration damper, it is proposed that the torque limiter comprises an axial spring and a friction ring, wherein the axial spring is torque-resistant and supported on the motor shaft connection and axially on the motor-side flange.

[0032] It should be noted that the functionally central components of the torque limiter are the axial spring and the friction ring, referred to herein as the functional pair of the torque limiter. However, further components must be provided, for example, for axial support and for rotational engagement (e.g., securing or fixing). In one embodiment, these further components are integrated into the surrounding components of the other functional elements of the torsional vibration damper; for example, axial support is provided by the motor shaft connection and axially opposite by the torsional damper unit, and rotational engagement is provided by the motor shaft connection.

[0033] In a particularly space-saving axial design, the axial spring is configured as a disc spring or a diaphragm spring. Static friction is a frictional force that, under normal operating conditions—that is, without reaching or exceeding a limit torque at which the torque limiter is designed to slip—transmits torque without loss between the motor shaft connection and the hub (or the respective intermediate flange). For slippage to occur, the static friction ring must lift axially and thus work against the preload of the axial spring, deflecting it. Such a torque limiter is physically comparable to a closed friction clutch.

[0034] In an advantageous embodiment of the torsional vibration damper, it is further proposed that the motor-side flange comprises a first flange plate and a second flange plate, wherein the friction ring is attached to P241337 DE

[0035] - 7 -the first flange plate and the axial spring is axially supported at the motor shaft connection.

[0036] It should be noted that the friction ring or (preferably) the axial spring is rotated relative to the motor shaft connection (i.e., secured or fixed in rotation). The other component of this functional pair of the torque limiter (preferably the friction ring) is preferably driven by one of the flange plates or frictionally engaged and axially supported. In one embodiment, for example, the axial spring, as a disc spring or diaphragm spring, is rotated and axially supported by the motor shaft connection (for example, with a flywheel), with the friction ring being pressed axially against the other (for example, the first) flange plate by the axial spring. Thus, the two flange plates of the torsional damper unit form an axial force clamp for the torque limiter by being fixed axially (and also rotationally) to each other, for example, by riveting them together.

[0037] In a further advantageous embodiment of the torsional vibration damper, it is proposed that the hub has the same material thickness as the hub-side flange in the splined connection.

[0038] To ensure optimal utilization of the strength of the materials used and simultaneously achieve a space-saving design, it is proposed here that the material thickness of the hub and the hub-side flange be the same, preferably identical, at least in the case of the splined connection. In one embodiment, these two components are each formed from a single sheet of metal and therefore have an approximately constant material thickness.

[0039] In a further advantageous embodiment of the torsional vibration damper, it is proposed that the motor shaft connection is designed for screwing with ring-shaped screws, wherein a cover plate is provided between the motor shaft connection and the screw heads of the ring-shaped screws.

[0040] preferably the cover plate radially outside the screw heads a P241337 DE

[0041] - 8 - has a supporting edge,

[0042] where, for securing during assembly, one of the flanges can be radially and / or one of the flanges can be axially applied to the support edge.

[0043] In an advantageous embodiment, screws are arranged in a ring around the axis of rotation, with their heads pointing axially towards the hub when assembled. In one embodiment, a corresponding transmission input shaft projects through the hub, and the screw connections are arranged (spaced apart) around this input shaft. Alternatively, the screws, or rather their heads, are arranged in radial overlap (axially offset) with respect to an assembled transmission input shaft. The latter is feasible because the hub can be easily removed if access to the motor shaft connection screws is required.

[0044] Preferably, a cover plate is provided, which, like a (usually so-called) washer, has a spring-like or seating property (for example, press-fit strength) for a desired screw shaft length. In one embodiment, the cover plate is fixed axially and rotationally to the motor shaft connection (preferably formed from a single solid plate) by means of solid-material riveting or flow pressing.

[0045] In one embodiment, the cover plate also (purely optionally) has a support rim that bridges an axial gap between the seat of the screw heads and one of the flanges (preferably the hub-side flange). In one embodiment, the flange in question can be axially supported on this rim in an intermediate assembly state. Alternatively or additionally, during assembly, the flange in question is prevented from being inserted too deeply (for example, by a gap) and / or a pre-assembled but not yet fixed state can be ensured. In one embodiment, another component or functional unit is arranged between the flange in question and the support rim, for example, the entire or a component of a friction device (also referred to as a hysteresis element). P241337 DE

[0046] - 9 - In one embodiment, the cover plate also has (purely optionally) a support rim which bridges a radial position by means of its fixation (for example, by riveting) to at least one of the flanges (preferably the motor-side flange). In one embodiment, the flange in question can be radially placed on this support rim in an intermediate assembly state. Alternatively or additionally, the flange in question (for example, with a clearance) is secured for transport in a pre-assembled state (for example, of the entire torsional vibration damper as a unit) before it is radially aligned and thus fixed in the installed state (for example, in a drive train) via the corresponding shafts.

[0047] In a further advantageous embodiment of the torsional vibration damper, it is proposed that a retaining ring and a tab ring are also provided.

[0048] wherein the hub can be axially secured by means of the retaining ring supported on the tab ring,

[0049] wherein preferably the tab ring is axially fixed to the hub-side flange.

[0050] In one embodiment, the hub is axially secured relative to the hub-side flange by means of a retaining ring. For example, for an axially space-saving embodiment, for instance with the same material thickness for the hub-side flange and the hub, a tab ring is preferably provided, which, together with the hub (a type of shaft shoulder groove for an inner retaining ring) or alternatively (preferably) the hub-side flange (a type of bore groove for an outer retaining ring), structurally forms a groove for receiving the retaining ring.

[0051] The retaining ring thus creates a corresponding, releasable diameter offset with a radial overlap between the hub and the hub-side flange. In one embodiment, a one-sided axial locking mechanism is sufficient. Alternatively, an axial stop is provided axially opposite (from the rear when viewed from the mounting direction) the hub-side flange, so that the hub is axially secured between this axial stop and the retaining ring. P241337 DE

[0052] - 10 - For easy accessibility, the tab ring is preferably fixed to the hub-side flange, so that pliers can be inserted to loosen the inner retaining ring on a smaller diameter (compared to an outer retaining ring with the same outer diameter of the hub to be secured).

[0053] In a further advantageous embodiment of the torsional vibration damper, it is proposed that the tab ring has a through-hole toothing corresponding to the plug-in toothing.

[0054] In one embodiment, the tab ring, with a small effective outer diameter (for the groove to be formed), is radially overlapped with the splined connection in the assembled state for a small outer diameter (outer) retaining ring, so that the (outer) retaining ring can be engaged up to a radial overlap with the (flange-side) internal teeth of the splined connection. To ensure that the tab ring is permanently mounted (e.g., riveted) and that the hub can be axially removed, a complementary through-hole is provided, which forms at least (preferably precisely, particularly preferably with clearance) a passage for the (hub-side) external teeth of the splined connection. The retaining ring is axially held by the teeth of the through-hole thus formed. It should be noted that this through-hole does not serve to transmit any torque between the hub and the hub-side flange.It should also be noted that the through-hole teeth are formed to achieve at least an approximately congruent overlap (around the axis of rotation) with the (flange-side) external teeth of the splined connection, preferably with the largest possible overlap in the direction of rotation. This also means that manufacturing and assembly tolerances are easier to accommodate (i.e., with more clearance) in this through-hole teeth than in the splined connection itself, where the goal is to create the most trouble-free, torque-resistant connection possible between the hub and the hub-side flange, for example, via a transition fit, press fit, or complementary wedge-shaped teeth of the pairing of internal and external teeth of the splined connection. P241337 DE.

[0055] - 11 - It is further proposed in an advantageous embodiment of the torsional vibration damper that the tab ring has a preload chamfer at its at least one tab,

[0056] as a result of radial loading originating from the inserted retaining ring onto the preload chamfer, the relevant tab is pressed axially against the retaining ring.

[0057] To achieve a small axial dimension, minimal material usage, and / or the use of (cost-effective) less strong materials, it is proposed to incorporate a preload chamfer on the tab ring. This preload chamfer is designed as a spring, whereby a force acting radially on this chamfer deforms the tab, bending it axially inwards towards the retaining ring and the hub. This deformation is purely elastic or partially plastic. Thus, when the retaining ring is installed, the retaining ring is pressed against the hub, and preferably, the hub is also pressed against an axial stop behind it.

[0058] A further advantage is that the relevant tab can be designed with a chamfer to facilitate the insertion of the retaining ring into this (axially movable) groove. Preferably, the preload chamfer is formed continuously or circumferentially for all tabs (for example, in a through-hole spline) or for a single circumferential tab.

[0059] In a further advantageous embodiment of the torsional vibration damper, it is proposed that the tab ring is riveted to the hub-side flange by means of at least one rivet.

[0060] wherein at least one of the rivets has a rivet head which is arranged radially overlapping with the hub.

[0061] Riveting the tab ring has the advantage that it employs a technique often used in other areas of a (possibly otherwise conventionally designed) torsional vibration damper or FID. In this specific case, it is also (especially in conjunction with one of P241337 DE)

[0062] - 12 -the through-hole toothing formed in the tab ring) offers the advantage that a clear relative angular alignment is created by a correspondingly pre-formed rivet through-hole in the tab ring. For example, riveting simultaneously ensures that the through-hole toothing is aligned complementarily to the (flange-side) external toothing of the splined connection.

[0063] Because one or more rivets are provided in the embodiment proposed here, it is further proposed that at least one of the rivet heads form an axial stop for the hub. In one embodiment, only feedback during assembly indicating that the axial stop has been reached is necessary, or only a transport lock for the hub relative to the hub-side flange is required.Alternatively or additionally, a fixed support is formed by (preferably a plurality of) these rivets, which is sufficient for operational (design-related) axial loads and also adequately absorbs tilting moments occurring (for example, as a result of vibrations) and whose effect on the relative position of the hub to the hub-side flange or such a tilting moment can be transferred from the hub-side flange to the energy storage device and / or to the motor-side flange and is preferably absorbed and dissipated there.

[0064] In an advantageous embodiment of the torsional vibration damper, it is further proposed that a friction device with a spring element and a friction ring, connected in parallel to the energy storage device, is provided axially opposite the tab ring, wherein the friction ring is secured against rotation to the hub-side flange and the spring element to the motor-side flange.

[0065] In one embodiment, the torsional damper unit is equipped with springs that exhibit no or insufficient damping properties for certain frequency ranges. In another embodiment, the torsional damper unit must be protected from certain frequency ranges because it could oscillate excessively above these ranges or at least not dampen them. For this purpose, a friction device (already mentioned, the first one), also referred to as a hysteresis element, is provided. Thus, if a relative rotation occurs between P241337 DE

[0066] - 13 - When torsional vibration is induced between the motor-side flange and the hub-side flange, the friction device is loaded below a dissipation limit torque for small torsional strokes and small torsional moments. Therefore, slippage does not occur, and the torsional vibration is transmitted without dissipation (or solely dissipated via the energy storage device) or is immediately extinguished due to inertia and the (time) delay of force transmission via the energy storage device. For larger torsional strokes and larger torsional moments, the friction device is loaded above a dissipation limit torque, so slippage occurs, and the torsional vibration is at least partially dissipated by friction. The dissipation limit torque is set via the axial preload of the spring element of the friction device and the coefficient of friction.It should be noted that in one embodiment several friction devices are provided, for example for further flanges and / or for other areas of torsional vibrations (for example parallel to each other).

[0067] It is proposed here that this first friction device (as a functional, but not necessarily structural, component of the torsional damper unit) is connected in parallel to the energy storage device of the torsional damper unit and comprises a (first) spring element and a (first) friction ring. In principle, the arrangement in one embodiment is comparable to a torque limiter, with a spring element in an advantageous embodiment designed as a disc spring or diaphragm spring, which exerts a continuous (and preferably continuously) axial force on the friction ring.

[0068] Due to the desired parallel connection to the energy storage device, a relative rotation is required, resulting in friction at the friction ring between the motor-side flange and the hub-side flange. Given the available space, it is proposed that the spring element be secured against rotation relative to the motor-side flange, i.e., rotated along with it. For example, the spring element could have one (preferably several) tongues that are engaged in the motor-side flange. P241337 DE

[0069] - 14 - The friction ring is secured against rotation on the hub-side flange opposite the direction of the torque, preferably by means of a rivet head for the lug ring in one of the embodiments described above. The relative rotation then occurs between the spring element and the friction ring. Alternatively, the friction ring is secured against rotation relative to the spring element, and relative rotation, i.e., friction, occurs between the friction ring and the relevant (here, hub-side) flange.

[0070] According to another aspect, a powertrain is proposed comprising at least the following components:

[0071] - a first drive motor to provide torque via its motor shaft;

[0072] - at least one consumer to convert a torque provided by the first drive motor; and

[0073] - a gearbox with a gearbox input shaft for transmitting a torque provided by the first drive motor to at least one consumer,

[0074] wherein a torsional vibration damper according to an embodiment as described above is arranged between the motor shaft and the at least one consumer,

[0075] wherein preferably an electric drive machine with a rotor shaft is provided and the torsional vibration damper is arranged between the motor shaft of the first drive machine and the rotor shaft of the electric drive machine.

[0076] When using multiple drive motors (preferably all usable as torque sources for a single consumer), these must be synchronized or individually decoupled. The latter is generally not implemented in current applications due to the cost of a disconnect clutch and the rapid controllability of electric drive motors. In a hybrid powertrain with one of the drive motors being an internal combustion engine, damping of torsional vibrations is necessary due to the inherent rotational irregularities of an internal combustion engine resulting from the ignition timing (P241337 DE).

[0077] - 15 -or even more effectively compared to a purely combustion engine operation. At the same time, even less installation space is often available here.

[0078] The (optional) additional electric drive motor is, for example, a so-called booster for supporting the internal combustion engine (e.g., at low speeds and / or high torque requirements) and / or a so-called motor-generator, which can transmit torque to the drivetrain via the transmission and also convert (internal combustion engine-side or wheel-side, i.e., recuperative) torque into electrical energy for direct use or storage in a battery. In one embodiment, an additional electric drive motor is a (fully-fledged) torque source for a drivetrain consumer that cannot be operated, or not only in addition to, the internal combustion engine.

[0079] It should be noted that the primary drive motor is not necessarily an internal combustion engine. For example, the torsional vibration damper can also be advantageously used with an electric drive motor to decouple it from wheel-side torsional vibrations and torque surges.

[0080] The transmission includes, for example, a gear pair, preferably exclusively spur gears, a gearbox and / or a continuously variable transmission (for example, a so-called CVT [engl.: Continuous Variable Transmission]).

[0081] A possible power consumer in the drivetrain is a (preferably motor-)generator, which can be used to charge a battery and / or supply power to electrical consumers. In one embodiment, a power consumer is a drive wheel of a motor vehicle, which converts the torque of the respective drive motor into propulsion of the motor vehicle. Often, other power consumers are provided, such as an air conditioning compressor, a coolant pump (e.g., water), and / or a brake fluid pump. P241337 DE

[0082] - 16 - The torsional vibration damper is designed in one of the aforementioned embodiments as described above and exhibits high axial compactness and at the same time safe disassembly with manageable effort, even if the torque limiter has (previously) been triggered and thus the relative position between motor shaft connection and hub has been changed and is highly likely not in a desired relative angular position.

[0083] According to a further aspect, a motor vehicle is proposed comprising at least one drive wheel and a drive train according to an embodiment as described above.

[0084] wherein, for the propulsion of the motor vehicle, a torque can be transferred from the at least one drive motor of the drive train to the at least one drive wheel.

[0085] The motor vehicle is, for example, a passenger car, a truck, or a motorized two-wheeler. The motor vehicle has a drivetrain according to an embodiment as described above. The torque that can be delivered by the at least one drive motor (forming the torque source) is transmitted via the transmission to the at least one drive wheel (consumer). In one embodiment, the transmission described here comprises a switchable transmission, for example, a continuously variable transmission. In another embodiment, the transmission includes a differential.

[0086] The proposed motor vehicle includes a drivetrain with at least one torsional vibration damper, which is particularly compact and at the same time offers safe disassembly with manageable effort, even if the torque limiter has (previously) been triggered and thus the relative position between the motor shaft connection and the hub has been changed and is highly likely not in a desired relative angular position.

[0087] The invention described above is explained in detail below in the context of the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is patented under P241337 DE

[0088] - 17 - are in no way limited by the purely schematic drawings, although it should be noted that the drawings are not dimensionally accurate and are not suitable for defining size relationships. This is shown in

[0089] Fig. 1: a torsional vibration damper in a spatial top view;

[0090] Fig. 2: in a spatial sectional view of the torsional vibration dampers;

[0091] Fig. 3: in a spatially cut section of the torsional vibration damper;

[0092] Fig. 4: in a spatial quarter-section view of the torsional vibration dampers;

[0093] and

[0094] Fig. 5: a motor vehicle with a drive train in a top view.

[0095] Figure 1 shows a three-dimensional top view of a torsional vibration damper 1 without the second flange plate 40 of the motor-side flange 11. The torsional vibration damper 1 is rotatable about an axis of rotation 2 and is designed to dampen torsional vibrations about the axis of rotation 2. The motor shaft connection 4 is designed for a torque-resistant connection to a motor shaft 5, for example, to a crankshaft of an internal combustion engine 3. The actual connection to the motor shaft 5 is concealed here (primarily by the hub 6) (see Figure 4). Visible here is the edge of the disc, which is formed (optionally) in one piece from a sheet metal blank (alternatively as a casting), from which a flywheel 41 is formed (for example, by folding). The flywheel 41 serves, for example, to reduce the effects of rotational irregularities of the drive motor 3 connected to the motor shaft connection 4.

[0096] The hub 6 is designed for connection to a transmission input shaft 7, here by means of an internal splined connection 51. The torque limiter 8 is arranged between the hub 6 and the motor shaft connection 4 and serves to limit the maximum transmissible torque in order to protect the drive motor 3 (see Fig. 5) and / or downstream components from excessive torque or torque shock. In the embodiment shown, the torque limiter 8 is located at the outer circumference of the torsional vibration damper 1 and in the torque curve between the P241337 DE

[0097] - 18 - Motor shaft connection 4 and the torsional damper unit 9. Its axial spring 44 is rotationally driven and axially supported by the motor shaft connection 4 by means of a circumferential rivet 49. Its friction ring 45 is provided axially on one or both sides of the first flange plate 39 of the motor-side flange 11, wherein preferably the first flange plate 39 is pressed against the motor shaft connection 4 in the manner of a pressure plate of a friction clutch, the motor shaft connection 4 acting for this purpose as a counter plate or an (open) co-rotating clutch housing of a friction clutch.

[0098] The torsional damper unit 9 comprises a hub-side flange 10, a motor-side flange 11 (not shown here to allow for a clear view of the components shown), and an energy storage device 12, which (here optionally comprising four helical compression springs with straight spring axes) is arranged between the hub-side flange 10 and the motor-side flange 11. The energy storage device 12 serves to dampen or delay the transmission of torsional vibrations by compressing and rebounding during a torsional vibration.

[0099] Parallel to the energy storage device 12, two friction devices 26, 52 are provided in the illustrated embodiment, the first friction device 26 being concealed by the hub 6 and therefore not visible (compare Figs. 2 to 4). The second friction device 52 is partially visible here, namely a (second) spring element 53, which is designed as a diaphragm spring and is hooked into the second flange plate 40 (not shown) by a (second) spring tab 55 and is thus driven rotationally, and a (second) friction ring 54, which is pressed axially by the second spring element 53 against the concealed first flange plate 39 of the motor-side flange 11. The second friction ring 54 is rotated by the hub-side flange 10 and, in the event of a (relative) torsional vibration between the hub-side flange 10 and the motor-side flange 11, describes a relative rotation to the motor-side flange 11 and the second spring element 53.This results in vibration energy dissipating friction at the contact point with the second spring element 53 and the first flange plate 39 of the motor-side flange 11. P241337 DE.

[0100] - 19 - The hub 6 is connected to the hub-side flange via a splined connection 13 in a torque-resistant manner, enabling reliable torque transmission and an axially space-saving design. The hub 6 is axially secured by means of a (here purely optional, external) retaining ring 19 and an (optional) lug ring 20. The lug ring 20 is provided here (purely optionally) with a plurality of lugs 22, one of which forms a through-serration 21 that corresponds to the splined connection 13 of the hub 6. The lug ring 20 is axially and rotationally fixed to the hub-side flange 10 (here purely optionally by means of a rivet 24). Thus, during assembly, the hub 6 can be axially inserted through the through-serration 21 of the lug ring 20, which is already fixed to the hub-side flange 10, and it can also be axially removed during disassembly.This allows for easy assembly and disassembly and unobstructed access to the motor shaft connection 4. The tab ring 20 with through-hole teeth 21 has the advantage that the diameter of the retaining ring 19 can be small, because it only needs to just barely overlap the internal teeth 46 of the splined connection 13 on the hub-side flange 10 on its radial-outer side.

[0101] It should be noted that the outer diameter 42 of the hub 6 is smaller than the inner diameter 43 of the motor-side flange 10 or of the (not shown here) second flange plate 40 (see Fig. 2), which allows for easy assembly and disassembly of the hub 6 guided axially through the second flange plate 40 (see Fig. 4). This will be explained in more detail below with reference to the further views of the torsional vibration damper 1 in Figs. 2 to 4.

[0102] Figure 2 shows a three-dimensional sectional view of the torsional vibration damper 1 according to Figure 1. Further aspects are explained here, and reference is otherwise made to the preceding and following description of the torsional vibration damper 1 shown in Figures 1 to 4.

[0103] Here, hub 6 has been removed, revealing the internal teeth 46 of the splined connection 13, which is formed on the motor-side flange 11 of the torsional damper unit 9. Furthermore, the second P241337 DE

[0104] -20 - Flange plate 40 and the (narrowest) inner diameter 43 defined by it are shown, through which the hub 6 with its outer diameter 42 (compare Fig. 1) must be inserted axially during assembly or can be removed during disassembly.

[0105] The cross-section clearly shows how the lug ring 20 is axially and rotationally fixed to the hub-side flange 10 by means of a rivet 24. The rivet 24 shown in the cross-section has (purely optionally) an enlarged rivet head 25 on its axial rear side relative to the assembly direction, which forms an axial stop 48 (see Fig. 4). Thus, the hub 6 can be inserted axially up to the rivet head 25, and subsequently the (outer) retaining ring 19 (see Fig. 1 and Fig. 3) can be inserted into the circumferential groove between the hub-side flange 10 and the lugs 22 of the lug ring 20, thereby securing the hub 6 axially (then on both sides) in the splined connection 13.

[0106] As shown in the illustration, a (first) friction device 26 can be seen below the previously described rivet 24. A (first) spring element 27 is rotatably suspended from this device by means of a (first) spring tab 57 in the first flange plate 39 of the motor-side flange 11, and a (first) friction ring 28 bears against the hub-side flange 10, preferably being rotatably driven by the rivet heads 25. In this embodiment, relative rotation and thus friction dissipating vibrational energy takes place (purely optionally) at the contact point with the (first) spring element 27.

[0107] The second friction device 52 described above is also clearly visible in cross-section here. The second friction ring 54 is shown interrupted at a flange rivet 50 (which fixes the first flange plate 39 relative to the second flange plate 40), forming an L-shape. The axial portion of the second friction ring 54 bridges the gap to the second spring element 53. The radial portion of the second friction ring 54 forms a frictional contact with the first flange plate 39 of the motor-side flange 11. Frictional contact points are formed both on the first flange plate 39 and on the second spring element 53 of the second friction device 52. The second friction ring 54 is driven rotationally by the hub-side flange 10. P241337 DE

[0108] -21 - At the center, near the axis of rotation 2, a bolt circle for an annular screw connection of the motor shaft connection 4 to a motor shaft 5 (see Fig. 5) is visible. A cover plate 17 is provided. In the embodiment shown, a support rim 18 is formed (purely optional and independent of the previous optional aspects). During assembly, the first friction device 26 can be positioned against an axial force and / or the torsional damper unit 9 (axially via the hub-side flange 10 and radially via the first flange plate 39) and / or secured against displacement during transport.

[0109] Figure 3 shows a three-dimensional, sectional view of the torsional vibration damper 1 according to Figure 2 with the hub 6 mounted. Further aspects are explained here, and reference is otherwise made to the preceding and following description of the torsional vibration damper 1 shown in Figures 1 to 4.

[0110] Here it can be clearly seen that a minimal axial installation space can be achieved by not only axially overlapping the hub 6 and the hub-side flange 10, but also by choosing (at least technically approximately) the same (preferably identical) material thickness 14.

[0111] Here the splined connection 13 with the flange-side internal toothing 46 and the hub-side external toothing 47 in the gap between the pliers gripping section 58 of the (outer) retaining ring 19 can still be clearly seen, whereby the relationship in axial alignment to the through toothing 21, as formed by the tabs 22 of the tab ring 20, is clearly shown.

[0112] As a secondary aspect, it can be seen that the cover plate 17 is axially and rotationally fixed to the motor shaft connection 4 by means of a flow riveting 56.

[0113] Fig. 4 shows a three-dimensional quarter-section view of the torsional vibration damper 1 according to Fig. 3 with screws 15 in the bolt circle of the motor shaft connection 4 (compare Fig. 1). Further details are also shown here. P241337 DE

[0114] -22 - Aspects explained and otherwise reference is made to the preceding and following description of the torsional vibration damper 1 shown in Fig. 1 to Fig. 3.

[0115] The screw heads 16 rest on the cover plate 17. The screw heads 16 are freely accessible for assembly and disassembly, independent of any relative angle of rotation between the motor shaft connection 4 and the torsional damper unit 9, when the hub 6 is removed, through the circle with the inner diameter 43, as shown in Fig. 1 and Fig. 2.

[0116] The radial overlap of the hub 6 and the rivet head 25 of the rivet 24 for the tab ring 20 can also be clearly seen here, from which the axial stop 48 is formed.

[0117] Here, one or all of the tabs 22 of the tab ring 20 are optionally provided with a pre-tension chamfer 23, by means of which, when subjected to radial load by means of the inserted (radially outward clamping) retaining ring 19, the tabs 22 are pressed axially against the retaining ring 19.

[0118] Figure 5 shows a top view of a motor vehicle 35 with a drivetrain 29. The motor vehicle 35 has a longitudinal axis 38 and a passenger cabin 37. The drivetrain 29 comprises a first drive engine 3 (here, for example, an internal combustion engine 3), which provides torque via a motor shaft 5 (then referred to as the combustion engine shaft). The torque is transmitted via a transmission input shaft 7 to a transmission 32. The transmission 32 is connected to a left drive wheel 30 and a right drive wheel 31, which drive the motor vehicle 35. For example, the transmission 32 is a continuous automatic transmission (CVT).

[0119] The drive train 29 further comprises a (second) electric drive motor 33, which provides additional torque via a rotor shaft 34. The second drive motor 33 is arranged coaxially here, for example, as a so-called motor-generator and / or as a booster. The torsional vibration damper 1 is located between the motor shaft 5 of the P241337 DE

[0120] -23 - Internal combustion engine 3 and the rotor shaft 34 of the electric drive motor 33 are arranged. A third drive motor 36 is also provided here as a purely optional feature, which is arranged on the other side of the gearbox 32 (here also coaxially as a purely optional feature) and is designed to transmit torque to the drive wheels 30, 31.

[0121] A torsional vibration damper is proposed here, which is easy to install and remove. P241337 DE

[0122] - 24 - List of reference symbols

[0123] 1 Torsional vibration damper 34 Rotor shaft

[0124] 2 Rotation axis 35 Motor vehicle

[0125] 3 first drive motor 36 third electric drive motor 4 motor shaft connection 37 passenger cabin

[0126] 5 Motor shaft 38 Vehicle longitudinal axis

[0127] 6 Hub 39 first flange plate

[0128] 7 Gearbox input shaft 40 second flange plate

[0129] 8 Torque limiter 41 Flywheel

[0130] 9 T torsion damper unit 42 outer diameter

[0131] 10 hub-side flange 43 inner diameter

[0132] 11 motor-side flange 44 axial spring

[0133] 12 Energy storage device 45 Adhesive ring

[0134] 13 Plug-in toothing 46 Internal toothing of the

[0135] 14 Material thickness plug-in toothing

[0136] 15 Screw 47 External teeth of the

[0137] 16 screw head splined connection

[0138] 17 Cover plate 48 Axial stop

[0139] 18 Supporting edge 49 Circumferential rivet

[0140] 19 retaining ring 50 flange rivet

[0141] 20 Tab ring 51 Internal splined connection

[0142] 21 Through toothing 52 Second friction device

[0143] 22 tab 53 second spring element

[0144] 23 Preload chamfer 54 Second friction ring

[0145] 24 Rivet for the tab ring 55 Second spring tab

[0146] 25 Rivet head 56 Flow riveting

[0147] 26 first friction device 57 first spring ash

[0148] 27 first spring element 58 gripping section

[0149] 28 first friction ring

[0150] 29 Powertrain

[0151] 30 left drive wheel

[0152] 31 right drive wheel

[0153] 32 gearboxes

[0154] 33 second electric

[0155] drive motor

Claims

P241337 DE - 25 - Patent claims 1. Torsional vibration damper (1 ) with a rotation axis (2) for a drive machine (3), comprising a motor shaft connection (4) for a motor shaft (5) and a hub (6) for a transmission input shaft (7), wherein in the torque curve between the hub (6) and the motor shaft connection (4) are arranged: - a torque limiter (8); and - a torsional damper unit (9) with a hub-side flange (10) and a motor-side flange (11), and an energy storage device (12) between the flanges (10, 11), wherein the hub-side flange (10) is directly connected to the hub (6) in a torque-resistant manner, characterized by the fact that the torque-resistant connection between the hub-side flange (10) and the hub (6) has a splined connection (13).

2. Torsional vibration damper (1) according to claim 1, wherein the hub (6) at the splined connection (13) has the same material thickness (14) as the hub-side flange (10).

3. Torsional vibration damper (1) according to claim 1 or claim 2, wherein the motor shaft connection (4) is designed for screwing with ring-shaped screws (15), wherein a cover plate (17) is provided between the motor shaft connection (4) and the screw heads (16) of the ring-shaped screws (15), wherein preferably the cover plate (17) has a support rim (18) radially outside the screw heads (16), wherein, for securing during assembly, one of the flanges (11) can be radially and / or one of the flanges (10) can be axially applied to the support edge (18). P241337 DE -26 - 4. Torsional vibration damper (1 ) according to one of the preceding claims, wherein furthermore, a retaining ring (19) and a tab ring (20) are provided, wherein the hub (6) can be axially secured by means of the retaining ring (19) supported on the tab ring (20), wherein preferably the tab ring (20) is axially fixed to the hub-side flange (10).

5. Torsional vibration damper (1) according to claim 4, wherein the tab ring (20) has a through-hole toothing (21) corresponding to the plug-in toothing (13).

6. Torsional vibration damper (1) according to claim 4 or claim 5, wherein the tab ring (20) has a preload chamfer (23) at its at least one tab (22), as a result of radial loading originating from the inserted retaining ring (19) onto the preload chamfer (23) the relevant tab (22) is pressed axially against the retaining ring (19).

7. Torsional vibration damper (1) according to any one of claims 4 to 6, wherein the tab ring (20) is riveted to the hub-side flange (10) by means of at least one rivet (24), wherein at least one of the rivets (24) has a rivet head (25) which is arranged radially overlapping with the hub (6).

8. Torsional vibration damper (1) according to any one of claims 4 to 7, wherein axially opposite the tab ring (20) a friction device (26) connected in parallel to the energy storage device (12) with a spring element (27) and a friction ring (28) is provided, wherein the friction ring (28) is secured against rotation to the hub-side flange (10) and the spring element (27) is secured against rotation to the motor-side flange (11). P241337 DE -27 - 9. Powertrain (29), comprising at least the following components: - a first drive motor (3) to provide torque via its motor shaft (5); - at least one consumer (30, 31) to convert a torque provided by the first drive machine (3); and - a gearbox (32) with a gearbox input shaft (7) for transmitting a torque provided by the first drive motor (3) to the at least one consumer (30, 31), wherein a torsional vibration damper (1) according to one of the preceding claims is arranged between the motor shaft (5) and the at least one consumer (30, 31), wherein preferably an electric drive machine (33) with a rotor shaft (34) is provided and the torsional vibration damper (1) is arranged between the motor shaft (5) of the first drive machine (3) and the rotor shaft (34) of the electric drive machine (33).

10. Motor vehicle (35), comprising at least one drive wheel (30, 31) and one drive train (29) according to claim 9, wherein, for the propulsion of the motor vehicle (35), a torque can be transferred from the at least one drive motor (3,33,36) of the drive train (29) to the at least one drive wheel (30,31).

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